Train-pipe coupling.



K PATENTE OG T. 6, 190s. L B. PoRsYTH. TRAIN PIPE c'oUPLING.

APPLIUATION FILED JAN. 27, 1903.

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N0 MODEL.

PATENTBD 0016,1903. J; E. EORSYTH. TRAIN PIPE GQUPLING APPLIUATION FILED JAN. 2'?, 1903.

5 SHEETS-SHEET 2.

N0 MODEL.

PATBNTED 00T. s, 190s.

J'.v E. FORSYTH. TRAINPIPE COUPLING.

APPLIOATIN FIl'J-H)Y JAN, 27, 1903. l

5 SHEETS-SHEET 3J N0 MIDDEL.

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No. '740749. K PATBNTEDOGT. 6, 1903.l

J. E. PORSYTH.

TRAIN PIPE GUU-PLINGH APPLIUATIUN FILED JAN. 27, 1903;

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atented October' 6, 1903.

PATENT OFFICE,

JOSEPH E. FORSYTH, OF CHICAGO, ILLNOIS.

TRAIN-PIPE couPLiNc.

SPECIFICATION forming part of Letters Patent No. 740,749, dated October 6, 1903.

Application led January 27. lSS. Serial No. 140.799. (No model.) i

To all whom it may concern: Y

Be it known that 1,-JosEPH E. FoRsvrH, a citizen of the United States, residing at Chi! cago, in the county of Cook and State of Illinois, have invented a new and useful Improvement in rlrain-PipeCouplings, of which the following is a specification.

My invention relates particularly to trainpipe couplings of the character described in my Patent No. 692,511', granted'Feloruary 4, 1902.

My primary object is to provide improvements in the general construction and' arrangement of parts of automatic train-pipe couplings of this character and an improved emergency coupling device adapted to be used in connection with the improved automatic coupling in case it is desired to couple a car equipped with the automatic coupling to one not so equipped.

My improvements are illustrated in the acl companying drawings, in which- Figure l represents a broken sectional View ofthe substructure of two'cars, one of which is equipped with `my improved automatic train-pipe coupling and the other of which is equipped with myimproved emergency coup- 1 lling-head; Fig. 2, a transverse sectional view` showing the improved automatic coupling in end elevation; Fig. 3, an enlarged broken section of one portion of the transversely-extending pipe-'section' shown at the left-handl portion of Fig. 2; Figli, a similarsection of the other end of said pipe-section and the adjacent pipe-sections; Fig. 5, a plan view show.- ing the emergency coupling-head connected with the automatic coupling-head; Fig. 6, view in end elevation of the emergency coupling-head; Fig. 7, a sectional view taken as indicated at line 7 of Fig. 6,' and Fig. S a'sectional view taken as indicated at line 8 of Fig. 6. y

A description of the preferred construction follows. A A' rep;esent portions of the substructure of two cars; B B', draw-bars of the usual construction with which said cars are equipped; C C', signal-pipes connected with the cars and extending longitudinally thereof in the-usual manner; D D', brake-pipes connected with the cars in the usual manner; E E', steam-pipes connected with the cars in fthe usual manner; F, a coupling-head comprising a part of the improved automatic train-pipe coupling; F', an improved emergency train-pipe coupling-head; G Gr', manually-operated valves with which the signalpipes are equipped; H H', m anually-operated valves with which the brake pipes are equipped; l l', manually-operated valves with which the steam-pipes are equipped; J, a bracket connected with the draw-bar B and serving to support the coupling-head F; C2, swivel-connected pipe-sections joining the pipe .C withV the couplir 1ghead F; D2, lswivel-connected pipe-sections joining the pipe Dwith the head F; E2, swivel-connected pipelseclions joining .rhepipe E with the head F; C3, ametallic pipe-section havingr swivel connection with the coupling-'head F' at the signal-passage thereof; D3, a metallic pipesection having swivel connection with the coupling-head F' at the brake-pipe passage thereof; E3, armetallic pipe-section having swivel connection with the head F' atthe steam-passage thereof, and K a conical coilspring securely connected at its large end withthe bracket J and having its small end closely encircling the longitudinal member of the pipe-sections D2 at the coupling-head VF and serving to center. and support said coupling-head. The coupli 11g-head Fis provided with longitudinal internally-threaded apertured bosses a a' CL2, corresponding, respectively, with the signal, brake, and steampassages of the coupling-head. The connection Cibetween the valve G of theV pipe C endbz, swivelly connected `with the section'l) and having au enlargedY opposite end b3, an

elbow b4, having swivel connection at one endwith the extremity b3 of the pipe-section 19", 'and apipe-section h5, havin screw connec- 'tionwith ther boss ci and an enlarged upturned opposite end b, swivelly connected with the adjacent end ot' the pipe-section b4. The valve G has a downturned.internallythreaded end o7, into which the pipe-section Z1 is iirinly secured. The construction of the connections D2 is similar to that just described,

providing vertically disposed swivel joints c c', respectively, and a horizontally-disposed swivel-joint c2. The transversely-extending pipe-section c3 is therefore permitted to swing in a horizontal plane, and the longitudinallyextending section c4 is permitted to move longitudinally with relation to the pipe D. The connections E2 comprise a horizontallydisposed obliquely-extending section d, having one extremity screwed into the boss d2 of the coupling-head F and the other extremity provided with an upturned enlarged end d', an elbow d2, having swivel connection at one end with the end CZ of the section d, a transversely-extending horizontally-disposed section d3, having an enlarged end d4 swivelly connected with the adjacent end of the elbow Vd2 and having at its opposite extremity an upturned enlarged end d5, a vertically-disposed section d6, having swivel connection at its lower end with the part d5 and its upper end screwed into the `downturned end C17 ofl the valve I.v

Figs. 3 and 4 show details of the swivel` joints in the pipe-sections E2. The part d5 of the member d3 is provided with an internal shoulder d8, against which bears an annular collar dg, formed integrally with the adjacent end of the pipe-section d6. Outside the collar dg is a packing-ring d10, compressed by an annular nut d, which is externally threaded and screwed into the internally-threaded part d5.. Similarly the extremity al* has an internal shoulder d, and the adjacent end of the section cl2 is provided externally with an integrally-formed collar (Z13, against which fits a` packing-ring` d, compressed by a nut CX15. Theconnection at CZ is similar except that the flange d1, corresponding with the liange e113, is threaded upon the extremity of the elbow d2. The end portions of the elbow cl2 are larger than the curved portion, enabling the nut d to slip readily over the curved portion of the elbow and still tit snugly upon the end portion of the elbow. In assembling the parts the nut d15 and the corresponding nut at the opposite end of the elbow are put in place before the flange d is secured upon the elbow.

The details of the swivel-joints in the connections C2 D2 correspond with the details already given in the connections E2. Thus the pipe-section cl3 corresponds with the sections b c3 of the connections C2 D2, respectively. The end d5 of the section d3 corresponds with the ends b2 c of the sections mendiagonally opposite convex edge surfaces fg, corresponding with the spaces between the shoulders f7 f8. Said coupling-head is further provided with a perforation flo, which serves to lighten the casting and also permits circulation of air between the steam-passage and the brake-passage. The orifices of the coupling-head are in vertical alinement, and the shoulders f8 are practically in vertical alinement with the centers of said orifices, while the shoulders f7 are practically in transverse alinement with the center of the orifice f2. As thus described the diagonally opposite quarters of the coupling-head have convex surfaces, and the other two diagonally opposite quarters have concave surfaces at the bases of the guide-prongs. NVhen two of the improved automatic coupling-heads are brought face to face, therefore, the prongbases of each coupling-head will enter the spaces between the prong-bases of the other coupling-head and each concave surface will receive a corresponding convex surface of the companion coupling-head. The gaskets of the orifices f f2 are of sol't rubber and the gasket at the orifice f is ofhard composition adapted to use in connection withsteam. The general operation of the automatic coupling is similar to the operation described in the above-mentioned patent and need not be described in detail in the present application.

The bracket J comprises a curved shank g, two clamping members g g2, Figs. l and 2, the former of which is formed integrally with the shank and the two members of which are connected by bolts g3, a set-screw g4, which serves to tighten the clamp upon the drawbar, a horizontally-disposed yoke g5, carried by the lower end of the shank g, and a vertically-disposed ring gs, formed integrally with the front extremityof the yoke. The rear or base end of the spring k is secured to the ring g6 by eyebolts gl. The pipe-section c4 passes through the centerof the ring q6 and has its rear end secured into an elbow g8, forming one of the sections of the connections D2. The forwardly-turned end of this elbow bears against a sleeve or ring 99, loosely mounted on the rear end of the pipe-section c4 and equipped with fingers Q10, lying in a vertical plane and bea-ring against the rear surface of the ring g. Under compression or extension of the spring K the pipe-section c4 is free to move longitudinally, thering Q6 serving as a stop limiting the forward movement. The fingers glo permit lateral movement of the pipe-section g8 in any direction during coupling, in which movementthe fingers slip upon the rear surface of the ring Q6. rlhe spring serves to keep the pipe-section normally centered, thus holding the coupling-head F yieldingly in its proper place.

As shown in Figs. 6 and 7, the emergency coupling-head F has a flat face h and is'provided with gasket-equipped orifices h h2 h3, communicating with the pipe-sections C3 D3 E3 and corresponding with the orifices f f2 ILO IIO

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- with the pipe -section C3.

f3. The head F' is provided at its upper portion with a lug having a shoulder h4 lying in a vertical plane and serving to engage the upper shoulder fs of the head F. It is further provided with laterally-projecting lugs h5 h6, vlocated near the central portion of the head and provided with shoulders hl hs, respectively, which serve to engage the shoulders j"7 of the head F. There is further provided near the base of the emergency coupling-head a lug h, having a rounded extremity h1, serving to engage the lower concave surface f6 at the base of the lower prong f5 of the head F. Adjacent to and somewhat in the rear of the lugs h5 h6 are provided lugs la, to which are secured by pivots k12 latching-prongs hw, provided with inturned hooks hm. To the free extremities of the prongs 7113 are secured springs hm, attached to the prong extremities by rivets h1 and having their rear portions passing between lugs h1? on the prong-bases and bearing against the ,extremities his of the lugs h, The lugs lt are located at a suiiicient distance in front of the flat face h to permit the head F to enter and be secured in the manner shown in Fig. 5. The surfaces of the lugs h1, which are away from the surface h of the head, are beveled, as shown at hw, so that the prongs will open automaticallyV as the coupling-head F' is pressed into engagement with the head F. The head F is provided with shoulders h2", Fig. 5, which are engaged by the surfaces b21 of the lugs lz, The pipe-section C3 is curved, as shown, and provided at its free extremity with a coupling member 7e of the ordinary form ofv handcoupling for hose connections and adapted to be connected with the hand-coupling of a hose on a car not equipped with the antoinatic coupling-head. The inner end of the pipe-section is screwed onto a` short pipe-section la', Fig. 7. The inner end of the pipesection 7c is provided externally with a flange 7a2, which bears against a shoulder 7c3, forming the bottom of a socket or gland T94, with which the head F is provided at its rear face. Against the flange 7a2 is conned a packingring h5, which is compressed' by an annular nut if?, fitting closely upon the pipe-section le and having threaded connection at its external portion with the internal portion of the part 7a4. The nut k6 is flangeless and has a wrench-receiving portion k7. This permits the nut to be screwed in to any desired extent.

The equipment of the pipe-section DS and the connection thereof with the head F are similar to that just described in connection The pipe-section E3, Figs. 6 and 8, is really an elbow equipped at one end with a coupling member Z, such as is used ordinarily upon steam hose connections and adapted for coupling with the or' dinary steam hose connection with a car not equipped with the automatic coupling. The inner end ofthe elbow E3 is firmly connected with a short pipe-section l', whichis swivelly connected with the head F', as shown in Fig.

S. The detail of this connection is similar to the detail shown in Fig. 7, so that it is un.- necessary to describe it further.

Fig. shows the construction oi' the gaskets at the orifices of the air-passages of both the automatic couplinghead and the emergency coupling-head, and Fig. 8 shows a detail of the gasket employed at the steam-passages of both the automatic coupling-head and the emergency coupling-head.

The valves G G Il H are single passage valves and are equipped with short handles, by means of which the valves may be turned to close the ends of the air-pipes or to open the same and to put them into communication with the coupling-heads. The valve E is a single-passage valve and is equipped with a laterally extending operating stem m, which extends to near the side of the car.

Assuming two cars equipped with the automatic train-pipeY couplings to be brought together, the prongs of each coupling'- head will enter the spaces between. the prongs of the companion coupling-head and the coupling-heads will be firmly locked together, so

as to be practically free from rotation and all other movement with relation to each other, practically all themovement necessary to compensate for the movement of the cars with relation to each other taking place at the swivel-joints of the pipes. The construction described permits of the automatic coupling-heads being joined to the train-pipes with the fewest possible joints, assuming the necessary provision to be made for the movement of the coupling-heads.

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When it is desired to couple a'car equipped with the improved automatic coupling-head with a car not so equipped, the emergency coupling-head is brought into use. To apply the same, it is only necessary to present the face of the emergency-head to the face of the automatic coupling-head and press the two together, whereupon the jaws or spring-held prongs of the emergency-head open automaticallyto receive the automatic coupling-head and close upon the same to hold the heads iirmly together. The connection thus established is very similar to the connection established between two automatic coupling-heads, it being borne-in mind that the necessity for the clamping-jaws h13 arises from the fact that it is not expedient to employ springpressure to press the coupling-heads together. After the emergency-head is joined tothe automatic coupling-head the metallic pipe-sections of the emergency-head may be readily connected with the hose connections a n 'n2 of the old style by means of the hand-couplings referred to. 1When these connections are made,it will be observed-that the swivel connections of the metallicVV pipe-sections of the emergency-head permit the hand-coupwill be provided for the steam-passage of the coupling-head F. M represents such a drip applied to the lug a2 of the coupling-head, and it will be understood that this drip may be of any approved construction.

It will be understood that changes in details of construction and arrangement within the spirit of my invention may be made. Hence no undue limitation should be understood from the foregoing detailed description ,which hals been given for clearness of understanding on y.

What I regard as new, and desire to secure by Letters Patent, is

l. In an automatic train-pi pe coupling, the combination of three or more train-pipes having flexible connections at their end portions, and a coupling-head having a fiat transverse oval-shaped face and three o1' more verticallyalined orifices opening thereat, two diagonally opposite forwardly and outwardly inclined prongs branching from said head and having at their bases concave surfaces conforming to the oval outline of said head, said head having two diagonally opposite convex flanking-surfaces correspondingfto the outline-of said oval-shaped face and said prongs having at their bases lateral shoulders lying in vertical and horizontal planes and separated by said convex surfaces, for the purpose set forth.

2. In an automatic train-pipe coupling, the combination with a yieldinglysupported coupling-head provided with suitable guideprongs and a train-pipe suitably connected with the car, of exible connections joining said pipe with said coupling-head comprising a transversely extending horizontally disposed section having an integrally-formed end portion turned at substantially right angles to the pipe-section, a pipe-section lying in a vertical plane and swivelly joined to said turned-end portion, an elbow' having swivel connection at one end with the other end of said first-named pipe-section, thereby affording a swivel-joint lying in a horizontal plane, and an additional vertically-disposed pipesection swivelly joined to the free end of said elbow, thereby affording a second verticallydisposed swivel joint, for the purpose set forth.

3. In an automatic train-pipe coupling, the combination with a yieldingly supported coupling-head equipped with suitable guideprongs, and a train-pipe suitably connected with a car, of a horizontally-disposed longitudinally-extending pipe-section attached to vsaid coupling-head and having an upturned rear end, an elbow having swivel connection at one end with said upturned end, a horizontally-disposed transversely-extending pipesection having swivel connection at one end with the free end of said elbow and provided at its opposite end with an upturned extremity, and a vertically-disposed pipe-section having swivel connection with said lastnamed upturned end and connected with said trainpipe, for the purpose set forth.

4. In an automatic train-pipe coupling', the combination with a yieldingly supported coupling-head and a train-pipe suitably connected with a car, of flexible metallic connections between said coupling-head and trainpipe,comprisingarearwardly-extending pipesection connected with said coupling-head and having an enlarged upturned end, an elbow provided externally near its ends with flanges, annular nuts upon the end portions of said elbow, suitable packing-rin gs, a horizontallydisposed transversely-extending pipe-section having an enlarged end receiving the adjacent extremity of said elbow and having its opposite end upturned and of enlarged diameter, a vertically disposed pipe section connected at one end with said train pipe andv provided at the other end with an external flange, and a packing-ring and externallythreaded nut upon said last-named pipe-section, for the purpose set forth.

5. In an automatic train-pipe coupling, the combination with a yieldinglysupported coupling-head equipped with suitable guideprongs and having vertically-alined air and steam passages, and an air-pipe and steampipe located at opposite sides of the central portion of the substructure of the car, of a pipe-section connected at its front end with said coupling-head at the air-passage thereof and having an upturned integrally-formed rear end, an elbow having swiveled connection at one end with said upturned end, a transversely-extending horizontally-disposed pipe-section having swiveled connection with the free end of said elbow and having at its opposite extremity an upturned end, a vertically-disposed pipesection swivelly connected with said last-named upturned end and suitably joined to the air-pipe of the car, a horizontally disposed diagonally extending pipe-section connected with said couplinghead at the steam-passage thereof and having an integrally-formed upturned rear end, an elbow swivelly connected at one end with said last-named upturned end, atransverselyextending pipe-section swivelly connected with the free end of said last-named elbow and having at its opposite end an upturned extremity, and an additional vertically-disposed pipe -section swivelly connected with the adjacent upturned end of said last-named pipe-section and suitably connected with the steam-pipe of the car,for the purpose set forth.

6. In a trai n-pipe coupling,an elbow having one end portion equipped with an integrallyformed external flange and the other end portion equipped with a flange threaded thereon, annular nuts upon the end portions of said elbow between said flanges, packing-rings between said nuts and flanges, and pipe-sections having shoulders affording bearings for said flangesand having threaded connections with said nuts, for the purpose set forth.

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7. An emergency coupling member, comprising a suitable head having a plurality of vertically-alined duid-passages, and means for removably securing said head to the head of an automatic coupling, for the purpose set forth.

8. vAn emergency coupling member, comprising a suitable head, a metallic pipe-section swivelly connected therewith, and a pipecoupling attached to the free end of said pipesection, for the purpose set forth.

9. An emergency coupling member, comprising a head provided with a flat face adapted to engage the transverse dat face of the automatic coupling-head, and having gasket-equipped vertically-aimed orifices, and a plurality of pipe-sections connected with said first-named head and equipped with pipecouplings, for the purpose set forth.

10. An emergency coupling member, comprising a suitable head having a dat front surface and provided with forwardly-projecting spring-held jaws, said head having a plurality of vertically-aimed orices, and pipesections connected with the rear portion of said head, for the purpose set forth.

l1. An emergency coupling member, comprising a suitable head equipped with laterally-projecting lugs serving to engage shoulders on the automatic coupling-head, to prevent relative rotation, forwardlyprojecting spring-held jaws, and metallic pipe-sections swivelly connected with the rear portion-of said head, for the purpose set forth.

l2. An emergency coupling member, comprising a head having vertically-alined oriices,forwardlyproj ectin g spring-held clamping-jaws and lateral shoulder serving to engage corresponding shoulders of an automatic coupling-head, for the purpose set forth.

13. An emergency coupling member, comprising ahead having a iiat front face and vertically -falined gasket-equipped oriiices,

two lateral lugs located respectively -above and below the center of the center oriiice, two opposed forwardly-projecting yielding ciamping-jaws located respectively `above and below the center of the central orice, and pipesections connected with-the rear portion of said head, for the purpose set forth.

la. An emergency coupling member for the purpose set forth, comprising a suitable head having vertically-alined orifices and provided at opposite sides with an upturned shoulder and a downturned shoulder adapted to engage, respectively, beneath and above corresponding shoulders of an automatic couplinghead and provided also at one end portion with a shoulder'adapted to engage a vertical shoulder of the automatic coupling-head, and means for securing the emergency couplinghead to the automatic coupling-head, for the purpose set forth.

l5. An emergency coupling member, comprising a suitable head provided with vertically-alined gasket-equipped orifices, means for securing said head to an automatic coupling-head, and three pipe-sections connected said head, for the purpose set forth.

17. An emergency coupling member, comprising a suitable head, pipe-sectionsconnected-therewith at the rear portion thereof, laterally-projecting lugs, clamping-jaws pivotally connected withl said lugs, said lugs having shoulders serving as bearings for springs, and springs connected with said jaws near the free ends thereof and bearing against said lugs, for the purpose set forth.

18. In an automatic coupling, the combination with a suitable prong-equipped coup- `ling-head, a rearwardly-extending pipe-section connected with said head and a conical spring having its front end closely encircling said pipe-section, of a supporting-bracket for said spring comprising a curved shank equipped at its front portion with ayoke bearing an integrally-formed vertically-disposed ring to which the rear end of said spring is attached, and means tonelampingly securing the upper-'extremity of said bracket to the draw-bar of a car, for the purpose set forth.

19. In a iieXible metallic connection for train-pipes, an elbow having enlarged end portions equipped externally with iianges, one of said flanges having screw connection with the elbow, annular nuts tting closely upon the end portions of the elbow and having external threads, packing-rings confined between said nuts ,and said flanges, and pipesections having internal shoulders affording bearings for the said flanges and equipped at their extremities with internal threads receiving said nuts, for the purpose set forth.

JOSEPH E. FORSYTH.

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